Marine transportation safety recommendation M94-27

Reassessment of the responses to
marine transportation safety recommendation M94-27

 M94-27 in PDF [109 KB]

High speed craft – Operational guidelines and training

Background

In the morning of 06 February 1992, the high speed catamaran passenger ferry Royal Vancouver and the British Columbia Ferry Corporation vehicle/passenger ferry Queen of Saanich collided head-on off Georgina Point at the northern entrance to Active Pass, British Columbia. The Royal Vancouver was extensively damaged and 19 passengers and 4 crew members on board were injured. The bow doors of the Queen of Saanich were also damaged.

The Board concluded its investigation and released report M92W1012 on 9 November 1994.

Board Recommendation M94-27 (09 November 1994)

The crews of high-speed craft must possess the knowledge, qualifications and training consistent with the special features of high-speed craft and that operational guidelines must provide for a safe environment. Therefore, the Board recommended that:

The Department of Transport establish specific training requirements and qualifications for the certification of personnel to operate high-speed passenger vessels.
Transportation Safety Recommendation M94-27

Response to M94-27 (02 February 1995)

The Minister of Transport agrees with the recommendation. The HSCCode deals with all aspects of ships such as the Royal Vancouver. Amongst other things, it specifically addresses crew qualifications and makes requirements similar to those contained in the recommendation. CCG plans to give effect to the HSCCode, first by means of a Board decision and then by regulations, and will make use of the system of type-specific qualification requirement which has been developed for the certification of air cushion vehicle crews.

Board Assessment of the Response to M94-27 (02 May 1995)

In May 1994, the International Maritime Organization (IMO) adopted the International Code of Safety for High Speed Craft (the Code); the Code will come into effect in 1996. The Canadian Coast Guard (CCG) is planning to incorporate the Code in Canadian regulations; in the interim, the code will be implemented by the Board of Steamship Inspection decision.

The response refers extensively to the implementation of the new IMO Code of Safety for High Speed Craft to address the Board's recommendation. Staff communication with CCG officials following the response confirms that CCG is proceeding with its plan to incorporate the Code in Canadian regulations.

Given that the deficiencies identified by the Board's recommendations can be dealt with by implementation of the Code, the response is considered Satisfactory Intent.

Response to M94-27 (April 2000)

Transport Canada has implemented the HSCCode through a decision of the Board of Steamship Inspection, as is permitted under the Canada Shipping Act. A TC Working Group was previously established to review the HSCCode and recommend any alterations required to address Canadian operating conditions/requirements. TC Marine Safety is now satisfied that the HSCCode addresses the regulatory requirements to ensure the safety of the ship, its crew and passengers.

Board Reassessment of the Response to M94-27 (15 September 2004)

As of April 2000, Transport Canada implemented the HSCCode through a decision of the Board of Steamship Inspection. The Code addresses type rating certification and it is intended that masters and crew of high-speed craft will be treated identically. However, high speed craft engaged in domestic voyages are not required to comply with the Code but may do so.

The response is considered Satisfactory in Part.

Board Reassessment of the Response to M94-27 (7 December 2005)

As of April 2000, Transport Canada implemented the HSCCode through a decision of the Board of Steamship Inspection. The Code addresses type rating certification and it is intended that masters and crew of high-speed craft will be treated identically. However, high speed craft engaged in domestic voyages are not required to comply with the Code but may do so. The proposed new Marine Personnel Regulations require operators to have a HSCType Rating Certificate to operate high speed craft; however, "high speed craft" means any vessel built to the IMO High Speed Craft Code and that meets the definition of the Code. Operators of high speed craft engaged in domestic voyages are not required to comply with the Code but may do so. If the proposed action is fully implemented, only the deficiency associated with operator training of HSCCode vessels will be reduced.

No substantial change to address the safety deficiency since the last reassessment.

Next TSB Action (15 September 2005)

TSB staff will monitor industry activity with respect to the risks associated with this recommendation.

Response to M94-27 (November 2006)

TC's update, dated November 2006, provided no new information to address the safety deficiency.

Board Reassessment of the Response to M94-27 (November 2006)

TC's activity update of November 2006 provides no further information than what is contained in its original response and subsequent updates. It is noted the proposed new Marine Personnel Regulations, which were published in the Canada Gazette, Part I, on 18 November, 2006. The proposed new regulations define a "high-speed craft" as capable of an operating speed of at least 25 knots and that is built in accordance with the requirements of the HSCCode.

It is proposed that the new regulations will require high-speed craft type rating certificates for masters and any other officer who may be called upon to have the conduct of the craft. The type rating certificates will specific to the craft and the route on which it operates. The proposed action, if fully implemented, will substantially reduce the deficiency.

Therefore, the assessment is assigned Satisfactory Intent.

Next TSB Action (November 2006)

TSB staff will monitor the proposed actions.

Response to M94-27 (June 2008)

TC's update, dated June 2008, indicated that the Marine Personnel Regulations (Section 258) require operators to have a HSCType Rating Certificate to operate high-speed craft. The requirement for HSCdoes not apply in respect of HSCengaged on near coastal voyage class 2 or a sheltered water voyage that has a maximum operating speed of 25 knots or less.

Board Reassessment of the Response to M94-27 (September 2008)

The Marine Personnel Regulations require the master, and any officer having an operational role on the high-speed craft that may be called on to operate the craft, to have a HSCType Rating Certificate applicable to the type of craft and its route. The requirement does not apply to high-speed craft engaged in a sheltered waters voyage or near coastal voyage, Class 2, where the craft has a maximum operating speed of 25 knots or less. However, only those passenger vessels meeting the requirements of the HSCCodes are deemed to be high speed craft for the purposes of the Marine Personnel Regulations.

There is no indication TC will require vessels capable of operating at high speeds, other than those built in accordance with the HSCCodes, to comply with provisions similar to those contained in the HSCCodes.

No substantial change to the reassessment of November 2006. The response continues to be considered Satisfactory Intent.

Next TSB Action (September 2008)

TSB staff will monitor the proposed action.

Response to M94-27 (November 2009)

TC's update, dated November 2009, indicated that the Marine Personnel Regulations requires operators to have an HSCType Rating Certificate to operate high-speed craft. This requirement does not apply in respect of HSCengaged on a near coastal voyage class 2 or a sheltered water voyage that has a maximum operating speed of 25 knots or less. No further update will be provided.

Board Reassessment of the Response to M94-27 (28 July 2010)

Although the requirement for an HSCType Rating Certificate does not apply in respect of an HSCengaged on a near coastal voyage class 2 or a sheltered water voyage that has a maximum operating speed of 25 knots or less, given the costs associated with operating passenger vessels capable of operating at high speeds, there are fewer vessels in service today and the safety risk is considered low. The assessment of the response, therefore, remains at Satisfactory Intent.

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